Reversing-gear for four-cycle internal-combustion engines.



H. H. BLACHE. REVERSING GEAR FOR FOUR-CYCLE INTERNAL COMBUSTON ENGINES. APPLICATION FILED ocT. 6. I9I5.

1 ,258, l '78. Patented MarD 5, 1918.

2 SHEETS-SHEET l.

IHIHIllllllllllllliliiiliililiillil- REVERSING GEAR FON FUR-CYCLE INTERNAL COMBU'STION ENGINES.

APPucATxoN FILED 001.6. 1915.

1,258, l 78. Patented Mar. 5, 19My 2 SHEETS-SHEET 2.

HANS HENRIK BLACHE, 0F COPENHAGEN, DENMARK.

REERSING-GEAR FOIR- FOUR-CYCLE INTERNAL-COMBUSTION ENGINES.

Application led ctober 6, 1915.

cam shaft longitudinally.

Such reversingr gear includes means for lifting the valve controlling rollers from the cams, means for moving the cam shaft lengthwise when the rollers are lifted, so that the cams corresponding to the opposite direction of rotation are brought beneath the' rollers, and means for again bringing the rollers into contact with the cams.

The invention has especially for its object to simplify the reversing gear by reducing the necessary parts or elements as much as possible, thereby also reducing the weight of said gear, and to construct the device in such a manner that allthe movements necessary for the reversal are performed by the rotation of a single handwheel or device.

To this end thc two-armed levers which carry the valve controlling rollers, turn about disks or members eccentrically fixed to a common reversing or operating shaft, which can be rotated by means of a handwheel or the like, so that all the controlling rollers are lifted from and again brought into' contact with the cams foreach full revolution of the operating shaft. Said shaft further carries a curved disk or device engaging a grooved disk or the like fixed to the cam shaft. The said curved disk or device has such a shape that during the first part of the revolution of the operating or reversing shaft, during which the controlling rollers are lifted from the cams, it maintains the .cam shaft in position. During the further revolution of the operating shaft the curved disk or device move' the cam shaft lengthwise to such an extr ir. that the cams corresponding to thel opposite direction of rotat1on are brought beneath the controlling rollers, and it thereafterv maintains specification of Letters raient.

Patented Mar. 5, 191s.

Serial No. 54,364.

wheels having such a shape that they pery mit of the longitudinal movement of the cam shaft in the teeth of the helical gear wheels. y

The improved reversing gearfurther enables the opening of the fuel supply valve, when the gear is in position near its extreme position, to take place at a later moment of less than when the gear is in its extreme position. This is of great importance as thereby the working of the engine is essentially improved and further the consumption of air for the injection of fuel is reduced.

In the accompanying drawing, Figure 1 illustrates by way of example a constructional form of the invention applied to a six cylinder engine.

Fig. 2 shows a detail in a larger scale.

Fig. 3 is an enlarged detail v iew, showing the curved, reversing disk, its associated groovcd disk and one of the pairs of cams.

Figs, 4 and 5 are enlarged detail views of the devices for controlling the fuel valve and the supply and escape valves, respectively.

Fig. 6 is a diagrammatic view, showing the manner in which the opening of the fuel valve is retarded, and vthe lift ofsaid valve is redued, when the engine is running at slow Spee a designates each cylinder of the motor, b the twoarmed levers which control the valves. One end of said levers carries the controlling roller c operated by the vcam d fixed to the longitudinally movable cam shaft f. For each controlling roller C two cams are provided, arranged side by side.

According as the cam shaft is moved to one side or the other, the controlling rollers are operated by one set of cams or by the other, corresponding to the forward or backl ward rotation of the engine.

The cam shaft f is rotated from a'shaft g by means of a helical gear wheel h fixed to said shaft and engaging a helical gear wheel i fixed to the cam shaft. The teeth of the helical gear wheels have such a shape that they permit of the lengthwise movement` of the cam shaft 'in the teeth themselves.

time', and the lift of said valve to become illustrated on a The levers b turn abhut eccentric disks 2 which are all fixed to the operating shaft `l. incomplete revolution does not cause the cen- VThis shaft carries a curved disk r (shown in Fig. 2) which engages a grooved disk .9 fixed to the cam shaft.

The controllingdevice of the fuel-valve 1s arger scale in Fig. 4:. The

valve lever b is continually pressed by means of a spring u against the valve splndle t, and its roller e when the valve is zclosed, is in contact with the cylindrical 'part of the cam d. When. the motor is running, the cam shaft -f revolves,` and as the pro]ection q of the cam comes beneath .the roller c it is lifted a distance a: for opening the valve. f'

y lThe controlling device of the supply and4 'y escape-valves (Fig. 5) is similar to the con- Itrolling device of the fuel-valve. the rotation of the cam shaft f the Vroller c During `of ythe valve lever b is lifted a distance :v2 by the projection gf of the cam d so that the Tlever is turned and presses down the valve spindle e whereby the valve is opened.

The described reversing geanoperates in the following manner:

When the motor is set to run full speed forward or backward the -`lever shaft Z -1s in a position such that the centers of the eccentric disks 2"lie in a vertical plane through the axis of the shaft. When the motor is to be reversed the lever shaft Z is by'means of the hand wheel p and the pinions o (Fig. 1)

turned a full revolution. During the first ypart of said revolution the eccentric `disks 2 lift the valve levers bASo that their rollers c come into the positions shown in dotted lines in Figs. .(4 and 5,.,in k:which positions -tlv1ey are free of the cams d. Simultaneously the vcurved disk r isturned a sulicient distance without changing the position ofthe `shaft f. During thelfollowing part of the revolution, the tur/ved Adisk r is turned causing the groovedrdisk sto be lengthwise dis-v placed and the cam shaft brought in its right extreme position, inwhich the cams forreverse running are beneath the `valve levers.

`During the last part of the full revolution of the shaft l the curved. disk r is turned without influencing the position of the cam shaft, but the valve. levers are returned to the position shown 1n full lines in Figs. 4

i and 5, so that their rollers e can beact'uated vat by the reverse cams. I v

When the motor is again run in a forward direction; the valve lever shaftl is turned 'a full revolution in the oppositeV direction, whereby the awovedescribed movements are re eated in the o posite order.

or slow spee `the valve lever shaft Z is not turned a full revolution, so that the curved disk r 1s stopped near either terminal thereof. The lengthwise displacement of the camshaft f is not influenced'as said disi placement is performed `only by the Leraars and 3, t is connecting portion' part or ycentral portion of the disk r. rI'he ters of the eccentric disks 2 to lie ina vertical plane through the axis of the shaft, and consequently the distance between the rollers c of the levers and the cams is greater. This is musa-ated in Figc. when the motor is closed again at the point s2, and the total lift is w. When the reversing gear however as above mentioned'is set for slow speed near one of its extreme positions the valve,

levers b and their rollers are in the position shown in broken lines in Fig. 6, so that the. opening of the valves first commences at the point e* and their closing is performed at the point z whereby their lift is reduced to the distance of as". Of course the opening of the valves is retarded, their closing advancedi and their lift reduced as compared with the valve-movements during full speed, when' the reversing gear; is in heither of its extreme positions. As the projection g (Fig.A` 4) of the cam of the fuel-.valve is essentially lower than .the projection of the cams ofthe supply and escape-va ves (Fig. 5), a small augmentation of the distancev between the roller of the lever of the fuel-valve and its cam Will 1of course vary essentially the lift `of the fuelvvalve, while at the same time, thevvariation of the lift ofthe suppl and the escapevalves is very slight. T e described setting` of the reversing gearin a. positionnear its extreme ositions will of course enerally only in uence the fuelvalve. his is very important as during speed the fuel valve can be easily and surely setto open at-a later and close at an sola ioo

disk r, that the same comprises two straight y end portions disposed in s aced, arallel relation with their termina s over apping and an inclined or diagonal central ortion connectin them, as clearlyshown 'n iigs. 2 ing the only part of the rib or cam havin clined arrangement. Because of this peculiar construction, it is ossible to utilize oneland the same shaft -bot for the displacement of the cam levers relative to the cams, and for the endwise shifting of the cam shaft, since-the straight end portions of the cam ribare lon enough to remain in engagement Witht e grooved disk during that r-l tion of the revolution of the lever shaft uran ining which the levers are removed lfrom the A cams.r

I 'emaware that the lengthwise movable cam shaft carrying two sets f cams alternatively operatlng the two-armed valve controlling leversz and the eccentric mounting of said levers 1s known, and of course I do not claim sucharrangement.

Having now particularly described and ascertained the nature of my said invention,

and in what manner the same is to be perlspaced, paralle relation with their terminals overlapping, and a `single inclined central portion connecting them; and a disk mounted on the cam shaft and provided with a groove wherem said cam rib is engaged.

2. In reversing gears, the combination of a longitudinally movable cam shaft; a valve lever shaft; a plurality of valve levers `ec- .rib comprising centrically mounted on thevleve-r shaft; a. plurality of pairs of cams, one air for each lever, mounted 0n the lever s aft, the v eccentric mounting of said levers causingy them to be removed from said cams during a portion of the revolution of the lever shaft; a disk mounted on said lever shaft and provided with a peripheral spiral cam a pairof straight end portions arrange in spaced, parallel relation with their terminals'overlapping, and a Single inclined central portlon connectin them; and a disk mounted on the cam sha and provided witha groove wherein said cam rib is engaged; the said end portions of the cam rib being long enough to remain in engagement wit said groove during the aforesaid portion of the revolution of the lever shaft. A In testimony whereof I have aiixepd "my signature in presence of two witnesses. x

HANS HENRIK BLACHE.

Witnesses:

Manaus Momma, T. Enma. 

